some to that:
I'm not so sure about this (and, actually, my gut feeling is just the opposite). In the case you cite, the number of arms (and discs) would be identical in Austria, and even larger in Germany: For one direction, you need
(a) three-position distant home (=2 "arms")
(b) three-position home (=2 "arms") + (at least) two-position distant starter (1 arm)
(c) two two-position starters (=2 arms [actually 2x2 arms, but the 2 arms are coupled together on each starter])
which comes to 7 levers. For both directions, this gives a sum of 14 levers, *not* counting the route levers (8 in this case) (and 2 points levers and 4 FPL levers, in contrast to 2 points levers and 2 FPL levers in UK/Eire).
The Distant Home Signal is normally operated trough the mechanism at the Home Signal and has no Lever.
Distant Starters are only on Station with a Line Speed,that requires 700 Meter ore more of Braking distance.
Another thing is the Gruppen-Ausfahrsignal (Group-Starter),this means one Signal with a Group of Subsidiary Signals (Sperrsignale/Protection Signals) for several Tracks.
•How "fully" signalled? ok, the placement and number of stop signals at a station at a double track mainline with heavy traffic - near London or near Berlin
ohh.....Berlin is yawn Cologne with Passenger and Freight Trains is the Pinhole in the German Net.
and also there, all mechanical desings seem to have reached in their most advanced designs that limit of 2...3 minutes between steam-driven trains that is anyway necessary because of the typical braking distances (and is still the norm on all mixed-traffic railways as far as I know).
For the pure Blockworking a mechanical Felderblock needs 120 Seconds Time from putting the Signal to Danger and blocking back so that the rear Box could start the next Train.
The Standard Distance between manually operated Blockpost/Boxes was 3 Kilometers,so additional 200 Seconds must added for the next Train.